Locomotive driving wheel



Feb. 11, 1941 J. M. PLASKITT ETAL 2,231,816

LOCOMOTIVE DRIVING WHEEL Filed Jail, 5, 1-940 '2 Sheeis-Shet 1 IiI IJWI i to I {MM W films.

1941- J. M. PLASKITT ETAL 2,231,816

' LOCOMOTIVE naxvme WHEEL 1 Filed Jan. 5, 1940 2 Sheets-Sheet 2 7. r 2 ,'2s1,s1s} 5 v v r 1 LOCQMOTIVE H I I James M. Plaskltt, Belle Haven, Ya.,nnd v, V W.Doggett,Wash1ngton, D C- Application January 5,1950, erlalflo 3lzt5fl V r (Class-52s) l I .r I r This invention relates to locomotivefdriving the ping. 1, looking' inithe dire'ction of Y wheels,'andmore particularly todriving wheels thearrows; ,j I of the semi-disctypes j Fig. (is 'a trensverse section substantially on As iswell known,'locomotive driving wheels'are the linektot Fig. I looking in the direction of A subjected to severe strains when ,in operii,tl m. ,m Q Y i v a Y and in integral cast wheels, dangerous stresses Fig. 4' isari enlarged'iragmentary'viewfshowv are unavoidably set up in the hubs by the appliingfthe' upper portion Fig.4;

cation, under a press fltfoi' the axle and Fig. 5jis"a' sectionsubstantially'on the pin, and iurther'm re. c mpres i n's ressesfex-r ing. r, looking in'the'dir'eetion oi'thearrows; tendingthrough theentire wheel, are cal d by Fig. 6 is'a "fragmentary side elevation of a I the application of the tire with "a" shrinkage flt. slightlyjmodi fled construction; g I These stresses, coupled with the strain "due to Fig. 7'is a'radial section on the line 1-4 of Fig, 6, i piston thrust, and lateral or flange forces, have looking infthe direotionjot'the arrows;

often resulted in failure oijthe' wheel, especially in v 1 7 m a h ff rag mentaryfside a tum of .gjstill .15 theregion oi the-hubs."-Innumerouspriordrlvins rurtherimodinedconstructioni and,

e centers the ns u i ha wh ch 1 Fig.9 a section substantially on the line allow a concaving inwards Ora convexing outwards 11m a',, 1 k'1n :in the di'r'ection of the arrows. of the entire center, from the rim to the hub. 1n 1 [Referring to the, draii'rin'gs in detail, our fini-v many c e this 9 1 with and also Without proved wheel comprises nna cle'hubland ecrank 0 cracks in rims, spokes and/or hubs. The rims, pm hub mt m connecting-p01- also, have'b en a n t k di tion or neck Lall of these parts constituting a to h i tendency fl t P t' .hublstruoture and beingoi' relatively heavy-eon- 1 O i struction oiuniiormthickness, asshown in-1Fig. Because, q n rb n QWQPS- calm 2;: It will bee-noted that'the sides of the neok por- Well remgnized that, the crank m side 9 th tion l-aresubstantially tangenttothe respective wheel should be made as light aspossible, ,conhub, -o v v is sistnt h the neiiessal'y strength 1' A the" sid rm ne'eur'o thecrank 411mm m ?'i 1 5m nub$$me 9a pi let 4,1: receiving" 3 to 93 gg a g gi the P m oounterbalancing material; This-pocketii'si'ormed a 9 f Zaire a ga r by aplurality oiradially extending reinforce- W g e possifl 2 i g' ments or partitions I;having enlergenients-i gg g :32; g? $2 92; through which pass axially'e rtending rivets 1 various forces and is? referred to while a: sewing to "mamtammAm'sm-m a'coverplate 35 th s I 1 .r 'At the end of the pocket 'is aredi'al wall or par- 5 e same time eflectins a distribution otmetal lash-own lung l H V iegcepflonany favorable prop The wheelie provided with a continuous rim g. 1' a t V Another object is to provide a cast wheel oiithe fi g i f PQF YP? i 40 522 3 3 35 3 s gg fg g ffig g fi gf 1 hemeans connecting-the hub'structiire' With 6 port them at all posits and thus avoid'ilattenv Wheelf 111191156 t mg mspotsu g e a] double wall'hollow -portion ll, adjacent the with the above and otter sweets in view} and "9' i t ld g f -F i to inirove enerall on the d tails heel" r thflnneracitcumference 1 An ns A r the tgpe re erredi o, the inv ntion co nsists -fn d mush 'i ewe n im escape 45 Y the construction, arrangement and combinetion YP-P9 f" 8 1 F en n t gi teriel e of parts hereinafter described and claimed, and ev d; rin W e i w Y rei n e illustrated in the accompanying drawings, torni- 8 .4 It w l be seen th th s d ew ing 'part of this specification; and in'which: j Wi Q 1 QK UOW'Wi mPH l i '50' Fig.1 is a side elevation of awheel constructed s a t l 8 Sha e ier F z j 1'1 in accordance with g jnvenflon; Radially inward Of the double wall hollow POI Fig. 2' is a transverse section"thereoi onthe 9 f a l j l Web Po Th 1 line 2-"-2 of Fig. 1', looking in'the directionofthe extendssubstantially ,Irorn the end-wall S ot the arrowsy w v counterbalence pocket, untoward thecrankpin 65 Fig. 3 is a fragmentary section substantially on hub 2, ahdis united'with the'crank pin hub by means of a relatively thick web portion II, as

7 clearly shown in Figs. 1 and 3.

Suitable openings II and II are formed through the solid web portion II, as shown in Fig. 1, the opening I! being so located as to provide a passage through which the knuckle pin or crosshead wrist pin may be conveniently applied or removed when desired.

Disposed between the solid web portion i3 and hub structure on the one hand, and between the end wall 9 of the counterbalance pocket and the web portion I4 on the other, is a second double wall hollow portion i1. By reference to Fig. 4, it will be seen that the chamber l8 within this 7 double wall portion is also substantially egg shaped web portion I! is preferably reinforced andstrengthened .on each sideby means of radial ribs 20, which extend to and merge at their ends into the respective double wall portions H and I].

In wheels where the crank pin hub merges with the wheel rim, the double wall hollow portion ll merely merges with the crank pin hub. In wheels of the type illustrated in the drawings, however, where the crank pin hub is spaced from thewheel rim, the two are connected by means of a double wall hollow portion II, as shown in Fig. 2, this portion being a condensation of the portion I I.

The heavy web portion H which connects the hub structure with the solid webportion l3 aflords extra strength at a point where it is especially needed, and serves to withstand the strains incident to piston thrust. The double wall hollow portion '1 1, on the other hand, lend lateral strength and stiffness to the wheel, and serve to reinforce the hub structure at a'point where failureshave heretofore frequently occurred.

The employment of a hollow' portion adjacent the rim, which will for brevity, be referred to as substantially egg-shaped in cross section, as shown in Figs. 4 and-4, is-particularly advantageous in resisting the strains to which this portion of the.

wheel is subjected, and in strengthening the wheel structure at this point. Referring to Fig. 4*, it will be seen that all portions of the walls around the chamber I! are curved. The side portions c are the rim and prevent flattening thereof in spots,

as has heretofore been common. Merging with and connecting thelower ends of the parabolic portions c is an inner end portion d, of smaller radius than the portion a, and also preferably conforming with a true circular arc. The walls ll at this inneror small end if of the section merge into the single or solid web portion l3. The-thickness of the walls atcis preferably substantially the same as at a, at the tread portion of the rim,

and is also preferably approximately. the same as the thickness of the edge portion of the rim at e.

The so-called egg-shaped hollow structure above described has a high section modulus, and its center of gravity lies approximately atthepoint nearly half its length from the large end. This affords a more evendistribution of stresses and exceptional rigidity and strength, both laterally and radially, and constitutes one of the important features of the invention. 1

Figs. 6 and 7 illustrate a wheel structure in which the counterbalance 4' is cast solid with the rest of the wheel. In this structure, also, however, we utilize the circumferential double wall hollow portion H, the solid web portion l3 and an inner double wall hollow portion ll extending around a portion of the axle hub I,'andenclosing a chamber l8, also substantially egg-shaped in cross section.

In Figs. 8 and 9, we have illustrated a structure in-which the neck 3' between, the hubs i and 2 is somewhat reduced, and in this case the double wall hollow portion il" conforms ingeneral to the shape of this reduced neck. The other parts of thewheel are the same as illustrated in Figs. 1 to 5.

It will of course be understood that various changes may be made in the details of construction, arrangement and proportion of parts, without departing from the spirit of the invention as above set forth and as defined in the" appended claims. 7 V

What we claim is:

1. A locomotive driving wheel of the semidisc.

type having a hub structure including axle and crank pin hubs joined by the usual neck, a rim, and means connecting said rim and hub structure and comprising a double wall hollow portion extending around at least a part of the inner circumference of said rim, a relatively wide solid web portion radially inward of said hollow portion and'havi'ng, adjacent said crank pin hub, y "a knuckle pinopening, and a second relatively short, solid web portion uniting the margin of said gpening directly with the side of the crank pin 2. A locomotive driving wheel of the semi-disc type having a hub structure including axle and. crank pin hubs joined by the usual neck, a rim, and means connecting said rim and hub structure and comprising a double wall hollow portion extending around at least a part'of the inner circumference of said rim, a solid web portion radially inward of said hollow portion .and having a knuckle pin opening therethrough, a second double wall, hollow, portion located' between said solid web portion and said hub structure, and a second solid web portion Joiningthe margin of said opening'with the side of said crankpin huband entirely separating said second hollow portion from the first. r

3. A locomotive driving wheel of the semi-disc type having axle and crank pin hubs, a rim, a counterbalance pocket, and means connecting said rim and hubs and comprising a double wall, hollow portion extending around at least a part of the inner circumference of said rim, a solid web portion radially inward of said hollow portion and Joined at one end to the end of said counterbalance pocket, and at the other end directly to said crank pin hub, and a secondidouble wall portion, entirely separated from the first, disposed between said solid web portion and said axle hub, and extending from said counterbalance pocket toward said crank Din hub.

4. A locomotive drivingwheel. of the semi-disc type having axle and crank pin hubs, a rim, and

means connecting said rim. and hubs and comprising a double wall, hollow portion extending around at least a part of the inner circumference of said rim, a solid web portion radially inward of saidhollow portion, said double wall hollow til portion having a substantially egg-shaped transverse section, the outer end adlacent the rim being shaped to form a perfect arch and relatively large, the inner end beingarcuate but relatively small and merging into the said solid web portion, and the sides being tangent to the inner ends or said arch.

5. A locomotive driving wheel of the semi disc type having a hub structure and a rim, and means connecting the rim and hub structure and comprising a double wall, hollow portion extending around at least a part of the inner circumference of the rim, and a solid web portion radially inward thereof, said double wall, hollow portion being of curved, substantially egg-shaped cross section, with the large end of the egg forming a perfect arch and disposed outermost, adjacent the rim and the sides forming curves approaching a parabola tangent to said arch.

6. A locomotive wheel oi the semi-disc type having a hub structure and. a rim, and means connecting the rim and hub structure and comprising a double wall, hollow portion extending around at least'a part or the inner circumference of the rim, and a solid web portion radially inward thereof, said double wall, portion having a hollow section the outer and inner end portions of which are circular arcs of diil'erent radii, and the side portions of which comprise substantially parabolic segments merging at their ends with said circular arcs.

7. A locomotive driving wheel as defined in claim 1, in which said second, relatively short solid web portion increases in thickness as it approaches said crank pin hub and merges into the thickness of said huh. I

JAMES M, PLAsKrrr. LUMAN w. 1:06am. 

